Ratlway-traffic-contkollierg system



y 1927' M. H. LOUGHRIDGE RAILWAY TRAFFIC CONTROLLING SYSTEM Filed Feb. 9. 1923 4 Sheets-Sheet l avwantozg 1 627 566 May 1927' M. H. LOUGHRIDGE RAILWAY TRAFFIC CONTROLLING SYSTEM Filed Feb. 9, 1923 4 Sheets-Sheet 2 INVENTOR May M. H. LOUGHRIDGE RAILWAY TRAFFIC CONTROLLING SYSTEM 4 Shuts-Sheet 3 Filed Feb. 9, 1923 1 May 927 M. H. LOUGHRIDGE RAILWAY TRAFFIC CONTROLLING SYSTEM Filed Feb. 9, 1925 4 Sheets-Sheet 4 7N VE N TOR.

Patented May 10, 1927.

UNITED STATES MATTHEW H. LOUGI-IRIDGE, OF BOGOTA, NEW JERSEY.

RAILWAY-TRAFFIC CONTROLLING SYSTEM.

Application filed. February 9, 1923. Serial No. 618,156.

This invention relates to a railway traffic controlling system in which traffic on a railroad is controlled according to the spacing of trains on the track, according to speed, and according to the direction in which trains are moving. It is effective on single track where traffic is in both directions and on double track where t attic is in one direction only. This invention includes means whereby a train may be controlled from the leading car or power unit in the train when it runs in either direction and on each portion of a train that may be sub-divided. This invention further contemplates a system for application to single track operation, where by opposing movements are prevented throughout a section of single track, whereas trains may follow each other closely in either direction. This invention includes certain principles in operation for inductively obtaming effects between the moving train and the track apparatus and includes a mechanism which is gradually driven by the movement of the train over the track to a condition which will make the train control effective unless effects are obtained from the track to overcome this condition. This invention includes certain novel features in the construction of the track magnet, in the construction of a friction drive, in the construction of a driven mechanism for con" trolling the train, and in the application of the circuits both on the locomotive and on the track. These and other features of the invention will be more fully understood from the following specification and the accompanying drawings in which Figs. 1, 2 and 2" show a novel type of friction drive used with this invention, Fig. 3 shows the driven mechanisi'n, Figs. 1, 5, 6 and 7 are details of the mechanism shown in Fig. 3, Figs. 8 and 9 show the details of construc tion used in the track magnet, Fig. 10 shows the arrangement of wiring that may be used on the locomotive, including cab-signals, Fig. 11 shows a wiring diagram that may be used for double track operation, 12 shows a wiring diagram suitable for single track operation and Fig. 13 shows an arrangement suitable for suspending the operation of the system on multiple unit trains.

Aconsiderable portion of this invention was included in application Serial No. 47,206, filed August 24:, 1915 now Patent 1,299,595. In this application certain developments and improvements are incorsigned to take care of the operating conditions to befound on a railroad.

The frictiondrive is illustrated in Figs. 1, 2 and 2 in which 11 is the running rail. of a railroad track, 12 is a locomotive wheel preferably a wheel not connected with the driving mechanism, 13 is the wheel'axle and 14L is the frame of the friction drive sup ported from the axle box. 15 is the head of this frame which by means of the shaft 16 pivotally supports apair of arms 17 and 18. The arm 18, it willbe noted from Figs. 2 and 2 terminates in a sleeve 19 in which the bushing 20 rotates and through this bushing the shaft 21 is splined at 2O so as to be moved by the actionof coil spring 22. On shaft 21 is mounted the friction wheel and the spur gear 241 is mounted on sleeve 20. lVheel 23 held against the running wheel 12 by the coil spring 33 which is arranged in compression as shown. As wheel 12 rotates, therefore, wheel 23 rotates with it, carrying siaft 21 which in. turn rotates bushing 20, carrying the spur gear 241 which meshes with the gear 28 on shaft 16. This shaft in turn carries the worm 29 engaging the worm wheel 30 on the shaft 81 to which the flexible connection 32 is attached.

It willbe noted that a pair of similar friction wheels is provided, movable about shaft 16 as a centre. l Vheel25, mounted on shaft 26 held against the running wheel 12 by spring 341 acting through arm 17. Shaft 26 carries a spur wheel 241 which meshes with the spur wheel 28 so that the pair of friction wheels 23 and25 cooperateto drive the spur wheel 28. There are certain advantages secured bythis construction which may be enumerated as follows:

By providing a pair of friction wheels operating independently, one of these wheels will maintain the drive in case the other wheel should become broken off. A pair of wheels provides a more positive drive than- .larity in driving is reduced.

is obtainable with one wheel alone. The running wheels of a locomotive develop flat spots which cause a variation in the friction between the running wheel and the friction wheels, tending to produce a non-unform J. 1." V 11 .1 I; uuunal movement for the axes or the Inc- 7 tion wheels 23 and 25, any side play of the locomotive wheel relative to the supporting frame is automatically taken care of and the friction wheels themselves always bear upon the tread of the wheel close to the flange and thus, although the locomotive wheels are conical, a uniform friction drive is obtaincd. The surface of the friction wheels may be provided with a fibrous material 23 to increase the co-eflicient of friction between the running; wheelsand these wheels indicated in the drawings.

The controlling mechanism on the locomotive is driven from the friction drive just described by the flexible connection 32, Fig. 3, connecting to shaft 36, rotating in frame 37 and carrying the centrifuge 38 which acts against the spring; 39 and moves the collar 40 accordlng to speed. The colltl't'lt) operates a bent lever 4-2. pivoted a 41 and arranged to interrupt or establish one or more circuits as shown at t?) and as inoref'ully described hereafter in connection with the operating), circuits.

The upper end of shaft 36 connects to worm 4st engaging; worm wheel 45 Fig. 4L, which in turn rotates shaft 46. This shaft has the disksa'? and 52 keyed thereon and whichrotate therewith. Between these disks is placed the disk 48, Fig. 5, which is loosely mounted on shaft 46 and has an insulated arm 49 which makes contact with 50 or 51, depending upon the direction in. which it rotates. in the operation of the circuits hereafter described. this arrangement may be provided to control a number of circuits. The disk 48 is held in frictional engage ment with the disks l7 and 52 by means of corrugated spring disks 48 placed between these disks, with the result that as disks 4:7 and 52 move in a certain direction. the disk 48 is carried therewith until. stopped by the contact point 50 or 51. This disk, therefore. is responsive to direction and will make contact between 50.0!- 51 depending upon the direction of rotation of the running wheel 12. V

The outer side of disk52 carries a pin 53 which engages groove in disk 54. as illus trated in Fig. 6. This groove it will be noted, is circular and may pass around the greater part of the circumference of disk 54c.

The result is that pin 53 will ride idly in groove 55 until it comes to the end thereof after which disk 54: is rotated in unison with disk 52. This groove is providedso that a locomotive may back up, thereby-mox' ing the pin 53 baclwxarcs in groove 55 for a limit d distance and resume its normal running direction without changing the condition of the controlling: apparatus.

The shaft 4:6" rigidly connected with disk 54:, carries the spur wheel 57 engaging with the idler wheel 58 which in turn engages the idler 59 which drives the spur wheel 60 on shaft 61 as shown in 7.- W hen the wheels are in theposition shown in 7,

the shaft 61 rotates in the reverse direction to shaft 46. If, however. the frame 56 aranged to rotate on shaft 46 and carrying the idlers '58 and 59 moves to the right, (as seen in Fig. 7) so that spur wheel 59 is disengaged from and spur wheel 58 engages spur wheel 60. then the direction'of rotation of shaft 46 is the same as shaft 61 The movement of frame 56 is obtained by a corrugated spring: member 63. between disks 62 and er. Disk 64: is keyed to shaft 46 and disk 62 forms one side of the frame which is loosely mounted on shaft 46*. This insures that when shaft 46 begins to rotate in the counterclockwise direction (Fifi. 7), it will swine frame 66 to the right (as viewed from 8), causing idler 59 to engage spur wheel 60 so that shaft 61 will rotate in the direction opposite tothat of shaft 4.6 that is in the clockwise direction. When shaft 46 begins to rotate in the clockwise direction it will swing frame to the left (as viewed from Fig. 3) causing" i dlcr to engage spur wheel, 66 so that shaft 61. will rotate inthe same direction as 46% that is in the clockwise direction. whatever may be the direction of rotation of shaft 46 the rotation of shaft 61 w ll-be unidirectional. lt is understood that there are several methods obtaining a uni diree tional drive from a shaft which may rotate in either direction and which are suitable for the present invention. the object of which is to insure that the controlling n'iechanism shall always move in uniform direction when the locomotive runs either backwards or' forwards. v

The shaft 61 is provided with a friction clutch having; an inner clutch member 67 held n engagement by the spring 66, This:

clutch may be disei' ed by the man-net 76 operating); lever 69 on pivot 68 andv having a. jaw to release the clutch as shown. This friction clutch 'meclmnism when not in service or when it is desired to make adjustment. The controlling mechanism on shaft 61 may consistof an in ulated drum 71 having certamcontact From the above it will be seen that r plates engaged. by the the 11181 lift a j ust described The track mag net.

'lhe track magnet is illustrated in Figs. 8 and 9, and consists of a magnet designed to be clamped against the side of astandard railroadrail, without drilling or preparation of the rail for this purpose, so that it may be quickly clamped in place and removed. This construction provides a close air gap on one pole and admits ot the air gap on the other pole-being increased to increase the clearance between the locomotive and the track. This deviccconsists of a lu'acltet 81 clamped to the rail 11 by the ll-bolts 82 which also clamp the nonmagnetic bracket 8-1: supporting the pole piece of the track magnet as indicated at 85. The

bracket 81 supports the vertical plate 83 ad jaccnt the head of the rail and forming one pole of the track magnet. Abolt 88 passes from the plate 83 to the plate 87 and forms the core tor the magnet coil 86. The plate 87 may be riveted or bolted tothe vertical leg; of the angle 85. A magnetic field is pro duced between the plate 83 and the angle 85, when the coil tibia-energized. The bracket 8% may be of brass or other non-magnetic material. and is oltset as shown, to support the angle it will be noted that the p to o3 is incontact with the head of the rail which practically forms an extended pole piece for this plate andthereby lessens the reluctance of the air gap between this pole and the locomotive device which can be carried close to the rail head. It is preferable '1 at the bracket 84: he placed between the ties and that the energizing coil 86 be placed over the ties, although this is not essentiul. One or more coils 86 may, of course, be used to providean extended magnetic section on the track member and the ends may be ramped oft as indicated, to avoid causing oostructions. This construction in a track magnet, enablesthe entire structure to be built in a manufacturing establishment and quickly installed simply byclamping onto the rail, without drilling or other preparation and at the same time maintains the various parts in alignment with therail .itsel't'. W 1 i 5 It should also be noted that magnet coils,

pole pieces or any part of the traclcmagnet structure, can readily be replaced without nnpun'ing the remainder of the structure.

Th e locomotive tot ring.

The operating circuits and the arrangw ineut of the apparatus on the li'icomotire will be understood from Fig, 1.0, showing; a complete lay-out including a three-indication cub signal, a brake operating devise, an arrangement for cutting the systen'l out of service and a device for transmitting signals from the locomotive to the track controlled by the direction in which the vehicle runs.

The cab-signal is of the light type as indicated by 101 and is controlled by block relays 102 and 103. These relays are in turn energized by the track magnet and are deenergited at intervals as the train proceeds along the track, by the operation of the mechanism as indicated at 71. The block relays are in turn controlled by secondary block relays or stick relays 10 1 and 105, also controlled by the operating mechanism as indicated at 72. A cut-out relay 106 provided and a brake valve 107 and certain apparatus on each side of the locomotive, which is inductively influenced by track devices hereafter tobe described.

When the locomotive core 111 passes over the poles 83 and 85, of the track n'iagnet with the coil 86 energized, by direct current there will be a momentary current generated in the circuit, including wires 1.12 and 113 and the pick-up coil 11 1 of relay 10 1. This coil will momentarily energize and pick up relaylOd, closing the circuit through the top contact finger from wire 120 to wire 1.21 and by means of the contact 122 this circuit is maintained through the rotating drum 72, thus causing relay 104 to remain energized while the contact 122 engages a metallic section of the drum 72 and also interrupting; this circuit, thereby causing this relay to be come deenergized, when the contact 122 passes over a section of. insulation. It is here pointed out that in the developments of the circuits both for thelocomotive and track apparatus, the battery wire is indicated by B and the other side of the battery or common wire is indicated by O, inpreterence to connecting up these wires, with the object of simplifying the diagram.

Relay 104. is also energized by another means, including magnets 115 and 116. These magnets are independently pivoted on the sau'le a 3118 at 117 and it will he noted that their poles are reversed, that is to say, on the top magnet the S pole is pointing' downward, while in the magnet 11h the N pole is pointing'r downward. The lower ends of these magnets pass in a verti 'al plane between the poles 83 and 85 ot the track magnet and it this magnet is deenergizedl these poles naturally remain by gravity in the vertical position,but it these poles are energized, then the magnets are deflected, depending upon the polarity of the track magnet. stance, in the specific embodimentshown at the left, the pole 63 shown in detail it is energized, with N polarity and the pole 65 with S polarity, then magnets 115 and 116 will be deflected shown. In this condition it will be noted that a circuit is established by magnet 116 from battery to wire 118 and by magnet 115 to wire 119 and wire 120 to relay 104, there by energizing this relay and establishing =1 holding circuit through the front contact which maintains it energized through the contact linger 122 as previously described.

The operation just described provides two means for picking up relay 104, the first by an inductive impulse from the track magnet and the second by the movement of polarized magnets under the intluence of the track magnetf This secures the following advantages: the inductive in .uence from the track magnet when. it is energized by direct current consists of a single impulse, the force of which proportional. to the speed with which the lines of force in the magnetic field are cut by the magnetic yolre 111, that is to the speed of the train so "that devices oper ating inductively on this principle, while eliectivc at high speed, are practically ineftlectivc low speed and alone, are not suit-- able for establishing a signal on a locomotive to show the condition of the block without regard to speed of the train. The moving magnets or armatures on the other hand, change position by mechanical motion and, therefore, require an appreciable time for their operation. These armatures are 0011- structed comparatively rugged and, therefore, have considerable inertia. When a train runs athigh speed it may pass over the track magnet, which may consist of not more than two or three coils, without allowing a suilicient time interval for these magnets to change position. In this case, conditions are established for energizing relay 104 inductively without requiring the operation or" these magnets. On the other hand, when the train moves slowly the inductive impulse is practically negligible and a time interval is provided which enables the polarized n'iagnets to change position and, thereby secure the proper operation of relay 104. When the locomotive passes awayfrcm the influence of the track magnet the magnetic yoke 111 of course, deenergized, magnets 115 and 116 resume the vertical position by gravity, and thereby interru pt the circuits which. they established when passing over the energized n'iagnet. It is, of course, apparent that it the track magnet were energized by alternating current, the inductive effect in coil 114 would be sustained and the use of magnets 115 and 116- It, for in y of the track magnet.

oration only is to be considered with track magnets operating on direct current, the use of the magnetic yoke 111 may be dispensed with.

Magnets 115 and 116 have their pivots parallel to the line of track and having considerable mass, would be subject to displacement by centrifugal force when a locomotive was running on a curve, although, of course, a large part of this condition may be compensated for by proper counterweighting. in order, however, to guard against the possibility of these magnets moving in a direc-- tion to give a false clear signal from centrifugal action, I provide them in duplicate and arrange that the circuit established by these magnets shall require one magnet to move in one direction and the other to move in the opposite direction as indicated in the drawm in the same direct-ion, it will be noted that no circuit is established by them to interfere with the operation 01" the system.

The operation that hasjust been described in detail, relative to relay 104, is duplicated on the right-hand side of the drawing, rela- V tive to relay 105 having-correspondingparts and circuits similarly lettered and operating in exactly the same manner.

When the relay 104 is energized, a circuitis established through the second contact finger from battery to wire 123 which by wire 124 energizes the block relay 102. This relay has a holding circuit through its front contact and by wire 125 to contact finger 126 and rotating drum 71 as shown; relay 105 controls block relay 103 inexactly the same manner by a circuit having similar reference characters. The block relays control the light signal 101, providing a green or 102 deenergized, wire 133 and relay i103 energized. A red signal is displayed when both relays are deener ized. This signal is controlled by wire 13(, relay 102 deenergized, wire 136 and relay 103 deenergized, the armature of which relay is connected to battery. This arrangement is more fully de-' scribed in United States Patent'No. 1,299,595, dated April'8, 1919.

The common side of the circuit controlling signal 101 is controlled by wire 153 through a contact on the cut-out relay 106 deenergized, so that when the system' is out- If these magnets should move together 1 i p out or suspended the light signal is also extinguished. .lne brake controlling mechanism is controlled by magnet 101', wire 130 block relay 108 energized. wire 138 and block relav 102 eners'ized the armature oi 1/ \D which rea" is connected to battery so that when the is clear th s mechanism held lllOPGTaJ-lVG. it 155 also held inoperative thri'iuoh the circuit established b wire 140 and contact 1&1, controlled by the arm 42 operated by the ceiit""' iige 38 so that when the speed is below a predetermined "flllllGiJlliS inechaursmis held inoperative. There are various ways o'l applying train-control and this arrangement is simply typical of a numher which may be adopted in carryingout this invention. The brake mechanism is also held suspended by a circuit established through wire 14.2 and the cut-out relay 106 energized.

The cut-(mt system.

trolling drums until the mechanism is brought into operation again. The cut-out rraug ement is operated by relay 106 which, azed, suspends the operation of 51 511411 transmitted from track magnets on both sides oil the track be ing a predeterpolar-it usually opposite to the porequhe'gl for operating the block sysinstanee, it the polarity of the nets 86 on each side 01' the track ell that the pol luv o and then the me a 115 and 116 s des will swing into the opposite from that shown. This will set up from battery through magnet 116 u gnet 115,

i net 116 on left-.v. re 1&8, magnet 116 and 1-28) to relay 106. Vi hen this relay is ener es-ah a holding: circuit is established through the first cont-act to wire 151 through 1 :leenergrized. wire 152 and relay 105, deenergized, to battery, that is to say, when relays 10s and are deenergized the holding; circuit iior relay 106 is established w it remains energized. On the other hand. when either of relays 10 1 and 105 ener 'zed as occurs at each energized run'ip holding circuit of relay 106 inter L this r lay is deenergized and the system becomes opcu'ative again. 1 1t should he noted that the pick up circuit of relay his cut-out is operated by a' wire 1&7,

magnets on each side of the track to ener gize the cut-out relay. The energy in these magnets will, of course, energize coils 114i and normally energize relays 10 1 and 105. l-lkuvever these track magnets are-considerably longer than the regular track magnets and provide a prolonged impulse which moves the magnets 115 and 116 even when the speed of the train is comparatively high. After the impulse in coil 114 has died out, relays 1.04; and 105 are deeneii'gized as it is assumed that the stick circuit through 122 is not established at this time. It should also be noted that ordinarily when a train takes a side track, the speed is reduced to a low value.

For certain operations of the track apparatus, it is desirable to give a signal from the locomotive to the track. This has been provided for inductively in the present arrangement which includes a transforn'icr 161 on the locomotive, from which a circuit is established through wire 162, contact 51 on disk 18 when moved to the right contact 51, wire 163, coil on core 164, returning through wire 165 to the transformer. Consequently, when the locomotive is running in one direction, the core 164 is energized by alternating current. When the locomotive is moving in the opposite direction a circuit is established from the transformer 161 through wire 162, contact on disk 48 moved to the left contact 50, wire 167. coil on core 166. returningby wire 165 to the transformer, thus energizing core 166. These cores 1641 and 166 are lectively energized, depending upon the di rection in which the locomotive is running. hen a core similar to 16-1 and 166, energized by alternating current, runs over a track magnet similar to A,having a coil 86 leading to a circuit. itis apparent that an alternating; E. M. F. will be transmitted to this circuit which in turn may be used to operate certain elements of the block system on the track hereafter to he descibed in connection with single track operation.

The trace wild 22y.

The track wiring for double track operation, that is where train movements are always in the same direction. illustrated in Fig. 11. This track is divided into sections or blocks indicated by the letters (a, 7), and c, separated by the insulated joints 203. Each block section is provided with a track battery 2041: and at the opposite end a relay 205 is connected as shown by the dotted lines; the relays being marked 205 2051 and 205" to correspond with the lettering of the block sections. This, it will be noterh is a conventional track circuit and is shown here as a method of determining when the track is clear and when it is blocked, that is extensively in use, although the invention may be applied by using other means than the track circuit for this purpose.

Convenient to the entrance to each block, the track magnet 206 is placed on one side of the track, having an energizing coil 20?- connecting by wire 208 to battery through relay 205 energized, also a track magnet 200 on the opposite side of the track having a coil 210 connecting by wire 211. through relay 205 energized, for the first block to wire 212 and through the track relay for the next block to battery, all locations being wired alike and having corresponding reference characters. then. two blocks ahead of the track magnets are clear, it is apparent that both these magnets are energized and when only one block is clear magnet 20? will be energized and magnet 210 will be deener gized. When the. first block ahead is occupied then both these magnets are deener gized. i

Consider now the progress of a train equipped with apparatus as contemplated in this invention and assume that the track is clear. As the train proceeds through the block it will be noted that the rotating drum 71 will interrupt the holding circuit of the block relays 102 and 103, also the rotating drum 72 Will interrupt the holding circuit of relays 104 and 105. A'quarter rotation of the drum 7 2 will deenergize the relays 104 and 105. The relation of the track magnets to the position of the contacts on these rotating drums is such that when the track is clear an impulse is transmitted to energize the relays 104 and 105 at a time when the holding circuit may be established. For instance, a train on entering a clear block receives an impulsev through the core 111 which picks up relay 104 on the one side and 105 on the opposite side. When these relays a re picked up a circuit is established through the contact segment in the position shown, but as the train proceeds the contact segment moves from under the contact linger 122 and interrupts the holding circuit just described, permitting relays 104 and 105 to become deenergized. This condition may occur when the train has traveled about half the distance through the block. However, it will. be noted that the insulated segments on the drum 72 are shorter than the contact segments on the drum 71 and arranged to overlap them in position so that betore drum T2 rotating at the same speed as drum 71.,has deenergized the rela 104- and 105, the hold ing circuit through the contact linger 126 is established by drum 2'1. This permits the train to continue through the block until the next set of track magnets is encountered when the drum 72 is moved into position again so that the holding circuit for the stick relays 104 and 105 may be established as soon a. these relays are energized from another track impulse. This condition being maintained for clear track will result in holding the block relays 102 and 103 energized and give a clear signal. Suppose now, that a track location is encountered in which one of the track magnets is energized and the other is deenergized, then either one of relays 104 or 105 will not be picked up but will remain deenergized and as the train proceeds and interrupts the holding circuit of the block relays 102 and 103, one of these relays will become deenergized and remain deenergized until another impulse is received from the track, thus establishing a caution signal. If now, another track location is encountered in which both of the track magnets are deenergized, then there will be no impulse to pick up relays 104 and 105 with the result that these relays'remain deenergized and both of the block relays 102 and 108 become deenergized when the drum 71 has moved around to interrupt theholding circuit, thereby giving a stop signal.

Ordinarily with any control system of this type, it is necessary to provide blocks of equal lengths. With the arrangement just described, however,-this condition is not necessary, as considerable latitude may be lowed in arranging block lengths, either greateror less than the distance represented by the movement of the controlling drums. For instance, the holding circuit of the relays 104 and 105 is effective during a ninety degree movement of the drum 72 and if the track devices are encountered during the 7 time that the train is traveling over a portion of track represented by this ninety degree movement, it is apparent that the apparatuswill operate properly. The track magnets may be located some distance from the beginning of the block if desired in order that the relays 104 and 105 may be operated before the train has proceeded any great distance into the block.

In the section 1) shown to the right, a turn-out is illustrated with a means for suspending the operation of the locomotive apparatus. This arrangement consists in plating a track magnet on each side of the track having on one side an outer member 215 on ergized by the coils 214 with a N. polarity and on the opposite side a member216 e119- gizedby the coils 217, also with U. polarity. This polarity is in the opposite direction. to the polarity of the track magnets 206 and 209 used for giving the block indication. The magnets 215 and 216, therefore, will change the position of the magnets 115 and 116 on the locomotive and establish the circuit for energizing the cut-out relay 106 and thussuspend the operation of the apparatus until thelocomotive reenters the siglgs memes naled territory. In this connection it will be noted that the magnets 215 and 216 should be located a sufiicient distance from the last set of magnets so that the drum 72 Will have moved a suiiicient distance to interrupt the holding circuits of relays 1 and 105.

The application of this arrangement for single track operation is illustrated in Fig. 12, that is where train movements are in both directions on the same track. This arrangement provides an absolute block protection against opposing movements between the sidings on a portion of single track and at the same time provides for following movements with a train spacing according to the block arrangement. In this installation the track may be divided into sections or blocks as indicated by a, b, c, d, c, f, g, It and j. The portions 5, d, f and it are about equal in length to the standard length of block. The portions a, c, e, g and j opposite the track magnets are short track sections and are arranged to be included in the block system ahead of the train When the train runs in either direction. Each .section is provided with a track battery as indicated at d and a track relay as indicated at 205*, the track relays being lettered a, Z), e (Z, c, f, g, h and j, to correspond With the portions of track similarly lettered. For the sake of simplicity connections to the tracl: for these relays have not been shown. Directional control relays 221 are provided at each track magnet location for trafiic from left to right and directional control relays 222 are provided for traffic from right to left. it relay 221 for instance opposite section a. is controlled by wire 223, track relay Wire 224, track relay 0, Wire 225 and relay 221 at location 0 the armatures of which are con ncctcd to battery. Relay 221 at location 0 controlled by a circuit similarly let red through track relays (Z and c and relay at l cation 0. Relay 221 at location 5 is in turn .sin'iilarly controlled by truck relays and and relay 221 at location 9 is siinih controlled by track relays h and 7'. It will be noted from this arran ement that if a train enters upon section y and deenergizes rolay 221, at location 9, this will in turn deenergize all the directional relays This will set the signal 258 at the opposite end of the section controlled by Wire to the stop position and Will also deenergize coil 207 of the track magnet for section a a train cannot enter the track from this direction without receiving a stop si; mi and it will. be noted that this condition is msii'itained while the train proceeds through the entire single track section. This is known as the absolute block for head-on protection. For trafiic in the opposite direction a similar operation is required relative to relay at section This relay is controlled by Wire 227, relay h, Wire 228, relay 9, Wire 229, and

relay 222 at g, the arn'iature ot which connects to battery. Relay 222 at location 9 is in turn controlled by Wire 212i track relay f, Wire 228 track relay 0, Wire 229 and the armature oi relay 222 at location 0 to battery-and so on throughout the remaining block sections. It a train, therefore, enters upon section a, relay 222 at section 0 is deenergized. This causes the other directional relays 222 to become deenergized and to main dee-nergized While the train is proceeding in this direction. This deenergiscs Wire 257 setting signal 259 in the stop position and deenergizing the track magnet opposite section When a train, moving say from lcit to right, entersa portion of track, it. is desirable that another t1 .iin should be able to ch low the preceding train as closely as the block system will permit. i or instance, When the rear of. thelirst train has cleared section 0, it would be good pi cc to per mil; a following train to enter at section iii? and when the first train had cleared section 0, it would be satisfactory to permit a following train to enter ion (1. This arrangeinent I secure by a mgnal transmitted from the train to the tr cit apparatus in combination with the Wiring arrangcm t as shown. For this purgose I are provided for traliic trom and stick relays 238 are provided. tor ..c from right to left. The stick relay 1. op posite sectiond is energized when the tracl: relay (Z is deenergized and when an impulse is transmitted to Wire 232 through the coil which may be similar to the magnet coils 86, forming part ol the track magnet. When the head oi a train reaches section 6., the rear end will have cleared section 0 as the block is usually of a length greater than the train. and track relay (it will be ncenei d. in impulse is transmitted to coil 1 'trom the impulse device on the locomotive which impulse is transmitted through Wires and 231, picking up relay 2%? at (F. i i. holding): circuit is provided for this .1 ilay through Wire 2259. relay 221 deenergized. wire 2&0 to the am ot the track relay for section 0 ene Yi henthe stick relay 28'? is ei'iergzizcd. a c rcuit is established l rom battery to Wire 226.

and Wire 225. energizing the directional relay 221 at location a and thereby energin inc; the track magnet for section a and permitting a following train to enter the block. d hen the firs train rcache; action 5/, an imis transi'nittcd to coil 23?; which by 232 and 281. picks up relay 237 at this a holdin circuit is established M sire 239. armature ct t directional relay 221 deenergizeth Wire al and armature Or the track relay 6 e zed a c: established from battery to Wire 226. wire Iii) I location and permitting a following train inc; track relay.

i net on to enter the block at that point or at point a.

This relation is nn-iintained between any Euunher oi followin trains.

in the opposite direction the arrangement is sin'iilar to that described, except that the energiz e; coil is placed on the opposite side ot the track indicated at 6286 and by means 0t \vir 235 and 23%, picks up relay through the back contact of the adjoin- Relay 238 has a holding circuit through wire 241,, hack contact of armature of the directional relay E222 and wire Eel-f2 to battery through the armature oi the =1 iclc re ay for sertion A similar arrangement provided for the operation of the stick relay 238 for the succeeding blocks. It will he noted that the holding; circuit for each stick relay controlled by the preceding}; directional relay deenergized and by the preceding track relay energized. The track relay control immediately deenergizes the stick relay as soon as a train has encountered the corresponding section and each directional relay control immediately deenerrgizes the corresponding; stick relay When the normal conditions of the block are re stored; thus the system is self-restoring from any condition.

The stick relays for the opposing directions cannot be held energized at the same time. The coils for pic ring up the stick relays are energized by means of the magnetic cores 164- and 166 on the locomotive. It the loccmc'ive running; from left to right the I '4; controller 48 will establish the circnit or"- the core passing over the track map;-

the right side ot' the track and will deenen ize the core on the opposing side ot the track so that this releasing impulse can only he received on one side of the track, thatis, tor one direction of traliic as the locomotive proceeds through the block. When the locomotive returns in the opposite direction with the same end leading, the cores have changed position relative to the tracl: and the energizing coils on the opposite side are operated. It a locomotive should enter a block tor a certain distance and then back-up, the change-over arrangementwould change over the energizing coil from one side of the track to the other and thus establish normal conditions When the in either direction With' .itlllil that the coil controlled 'racl; relay will not pick. up Connectionsfor coils 210, ant indication, on the opposite aregrler siiplid coils are selectively the-coils ill? by the and and over i .Lldli praciice. For

' section a 'ht to left ion (a, and .When in left to right il ti 11 7'. Coil 210,

d5 rcctio lapped ave the coil tra'liic is ostablis i'. i. re arnwtui ot r y :i--;ecti ns. From ieiay control is continned to on f] where it con notes to lial'tery. scour s the necessary control through the intervening track sections. The control through relay at seei I c is continued thron 'h r'eecure flOlUClllVltY. The 11 detail l3, 10,; on-the end. of shows the approximate speed 0t 1, nicle and the distance necessary to ear a. block. Attentionis called to the tact lost cases in the present invention, ays are used" electric flippers may t sul itiluted as described in application,

' filo. 516,945, filed November 22, 1921.

The cat-out system "on multiple nm't' oars";

divided. These cond tions are "fully met auto ically by the arrangementdisclosed in 1' 1g. 13, 1n "which ll L N O and P represent the cars or portions of a multiple unit train, each portion having; independent source of motive power. lllhis train is shown as running; in the diree ion indicated by the arrow, and, theretora the train should be controlled from the cur indicated by P and should not he controlled by the other cars. It the direciion of the train 'ianegedrthen he control I car indicate on the other car into trxo portio 1e tii'ain isseparated instance between N and O and running in the direction indicated by the arrow then the control should become effective in the c; indicated by P and hi and it the train becomes separated with one portion n'ioving in the direction in;

track circuit control and the directional s indicator relay 222 at v menses dicaled by the arrow and the other portion moving: in the reverse direction, then the system should be operative in cars indicated by P and M.

ili'Olil'l'lllg to the drawing, 275 represents a circuit. coi'itrollor opcratci'l by the couplers oi the cars indicated at 276. lVhen the cars are coupled together the circuit controllers 275 are closed as indicated in the drawing and when. the cars are uncoupled, these circuit cruitrollers are open as indicated at the end of cars P and Ill. The circuit controller 2?!) is iu'ierated. by the disk -18 on the rotatinn shatt according" to the direction in which the train is moving. When moving as indi- .atcd by the arrow, it will be noted that in -ar M for instance, a circuit is established from battery 280 through circuit controller 279, wire controller 27 on coupler and wire 2381 to magnet 70. The circuit of mag net being closed. this magnet declutohes the controlling mechanism in this car and renders the system inoperative. It, of course, should be noted that the relay 106 may be substituted for the magnet 70 it desired. A circuit is established in cars N and 0. similar to M, so that magnet 70 in each car remains ei'iergized and, therefore, doclutehcs the operating mechanism. In ca l, however, it will be no. ed that the circuit tiUlltFOllCl' 275 is open. Therefore, magnet T0 is deenerg ized and the controlling mechanism is driven by the movement or" the car to control the train.

It the direction of the train is reversed so that M becomes the leading car of the train, then each of the circuit controllers 279 is changed to the opposite side that a circuit is established from battery 280 through circuit controller 379, wire 278, circuit controller 275 in the opposite end of the car and wire Qtil to declutching .l'nagnet 70. The circuit controller 275 at the left end oi? cars N, O and l? is closed and therefore, the system is ino iirrative in these cars. in car M, however, this circuit controller is open and, herefore, the mechanism in this car becomes open-dive to control the train. Now, if the train should break apart. say between N and t), then the circuit controller 275 to the right in car N will be open and to the left in car 0 will be open. The mechanism in ear l'l, therefore. will become etl ective to control the rear portion of the train, while it moves to the right. Now, if the train should separate as hetero. between cars N and O and the cars (i and P move in the direction indicated by the arrow and the cars M and N move in the opposite direction, then the conditions will he. established similaii' to those already described. whereby car P will control the portion. of train to the right and car M will control the portion 0t train to the left, that is to say. each leading end of a portion of train auton'iatically becomes effective to control the train according to the block system and control is a utrn'natically suspend-ed when these portions are coupled together forming aunit which is always controlled. by the leading rehicl ld ith this system it. will be noted that the i iroggress oi a train along the track tends to or ablish conditions at intervals which will stop the train or bring the controlling mechanism into operation, unless a proceed signal obtained from the track to set up conditions whereby this controlling mechanism is rendered ineffective in controlling the train for another portion of track. A triotion driven mechanism is provided for operating this controlling mechanism so that each time it functions a definite portion of track is thereby represented but a considerable variation is provided in the location of the tracl: apparatus cooperating with this mech anism. The system provides for a controlling mechanism continuously rotating in one direction and which is not reset or moved bacl: vards in its operation. It should be noted that it the control segments on drums 71 and 72 were uniform in size, these drums would control the block relays similarly,

without regard to the direction in which the drums rotate. However, if the contact segments are longer in one portion of the drum than the other, it would be necessary to rotate these drums continuously in the same direction in order to obtain a uniform control system when the locomotive runs either backwards or forwards. A train may back-up within a. block and then proceed in the forward direction again without changinggthe conditions of the block apparatus, but due to the slot and the mode of operation oi? 61 a tain cannot continue to back-up through several blocks without bringing the system into operation for the reverse running direc ion. The proceed signals are as contemplated, transmitted by induction between the track and locomotive apparatus and these signals are arranged to be operative through a varying: range of speed. However, it is apparent that a contacting method may be used for this purpose or a mechanical method as desired.

Having thus described. my invention, 1 claim:

1. .ln 2 system of the class described, the combination of a track with a vehicle there on having a controlling; mechanism, means on said track affecting the control of said mechanism, said mechanism comprising a rotating elen'ient driven by the movement oi. said vehicle on the track and a device having a limited i'noveinent operated by friction for causing: said element to move in one direction when said vehicle runs in either direction. y

In a system of the class described, the.

combination oi a track with a vehicle thereion on having a controlling mechanism, means on said track affecting the control of said mechanism, said mechanism comprising a rotating element driven by the movement of said vehicle on the track and a second rotating element connected with the first ele ment by a lost motion connection.

3. In a system of the class described, the

combination of a track with a vehicle thereon having a controlling mechanism, means on said track affecting the control of said mech-.

anism, said mechanism comprisinga rotating element driven in a predetermined direction by the movement of said vehicle on. the track,

and. a second element driven by the first element through a lost motion connection wh ch lost motion is effective only when the vehicle changesyits direction of running.

4. In a system of the class described, the

combination of a track with a vehicle having a controlling mechanism, comprising an element driven from the movement of said vehicle and frictional means for controlling the direction of drive so that said element moves only in one direction while the vehicle may move in either direction and means on said track for operating said mechanism.

5. In a system of the classdescribed, the combination of a track with a vehicle thereon having a controlling mechanism, means on said track for operating said mechanism, said mechanism comprising an element driven by the movement of said vehicle on the track, a frictionally operated member embodiedin said mechanism and having a limited free movement and a plurality of circuits, said frictionally operated member establishing one of said circuits when said vehicle moves in one. direction and establishing another circuit when the vehicle moves in thezopposite direction.

6. Ina system of the class described, the combination of a track with a vehicle having acontrolling mechanism, comprising an element driven from the movement of said vehicle, electric circuits on said vehicle, said mechanism including a frictionally driven disk with a contact member, said disk arranged to control one of said circuits in one position and to control the other circuit in another position and means on said track for operating said mechanism.

7. In a system of the class described, the combination of a track with a vehicle thereon having a controlling mechanism, said mechanism comprising a member driven from the movement of said vehicle to control a circuit when the vehicle moves in one direction and to control a different circuit when the vehicle moves in the opposite direction and also a member continuously driven by the movement of the vehicle for periodically controllmga circuit and means on said track co-operating with said mechanism for conblocks.

9. In a system of the class described, the

combination of a track with a vehicle hav-- ing a controlling mechanism, comprising an element frictionally driven from, the

wheel of said vehicle, a directional control operated by said moving element and aum directional control connected with said mov ing element through a lost motion connection and means on said track for operating said mechanism.

10. In a train control system, the combination of a track with a vehicle, and a controlling mechanism on said vehicle comprising a pair of elements moving With said vehicle, one element connected with the other 1 element bya lost motion connection and controlling a circuit on said vehicle.

11. In a system of the class described. the coi'nbination of a track with a vehicle having a controlling mechanism, comprising a driving shaft driven from the movement of said vehicle and a controlling shaft driven by said drivin'gshaft. said controlling shaft connected with said driving SlItLfll'bY idler gears in a frame, said frame capable of changing its position and means on said rack for operating said mechanism.

12. In a system of the class described, the combination of a track. a vehicle thereon, an electrically controlled device on, said track. a pair of devices onsaid vehicle responsive to said track d.evic e,.oneof said devices effective at high speed. the other of said devices effective at low speed, both of said devices arranged to. produce the same ciiect on said vehicle. I i r i 1.3. In a system of the class described, the

combination of a track, a vehicle thereon,

an electrically controlled device on said track. a device on said vehiclei'eceiving an inductive impulse from said track device and another device on said vehicle simultaneously moved by the influence of said track device. said devices arranged to produce the same effects on said vehicle.

ll. In a system of the class described, the

combination of a track, a VGl'IlClGtl'lG/I'OOIL' an electrically controlled device on said track, adevice on said vehicle receiving an impulse inductively from said track delit) vi ce menace and another device on said vehicle moved. independently by said track device, both oit said devices arranged to control a circuit on said vehicle.

15. In a system of the class described, the cmnbiation ot a traclt, a vehicle thereon, a magnet on said track, a device on said vehicle responsive inductively to said map;- net and aimther device responsive maggnetically to said niacin-it, said devices arranged to produce the same effect on said vehicle.

16. In a systen'i of the class described, the combination of a track. a vehicle tl'iereon, an electrically controlled device on said track, a plurality of devices on said vehicle responsive to said track device, one of said devices having; a maximum effect when running at high speed and the other device having; a maximum effect when said vehicle is running at low speed, said device arranged to control said vehicle.

117. In a system of the class described, the combination of a track, a vehicle thereon, having a controlling mechanism, an elongated magnet on said track. a plurality of devices on said vehicle simultancously re sponsive to said track magnet. said devices passing equally through the field of said magnetand arranged to givi a yn 'occed cflect to said controlling mechanism.

18. In a train control system, the combination of a track with a vehicle, a magnet on said track, a plurality of devices pivotally suspended at one end with their centres of gravity below said pivots on said vehicle and means whereby said track 19. In a system of the class described, the combination of a track, a vehicle thereon, a magneton each side of said track, a plurality of device on each side of said vehicle pivoted to swing: from one end and means whereby saul devices are moved in response to said track magnets to control a circuit.

20. In a system of the class described, the combination of a traclr. a vehicle thereon, an electrically controlled device on each side o't' said track, a magnetically responsive device pivoted to swing, vertically on each side of said vehicle and means whereby said tracl-z devices move said pendant devices to Qtjifll) lish a circuit in series.

21. In a systen'l of the class described. the combination a track, a vehicle tl'iereon. an electri ally controlled device on said track,

a plurality of pendant devices on said vchicle responsive to said. track device and con trolling): a circuit, and means whereby said. pendant devices when moved in the same direction, prevent the establitalnncrd of said circuit.

electrically controlled device on said track,

ma gnet moves said devices to control a circuit.

a plurality of pendant devices on said vehicle, independently responsive to said. track device and means wherel'iy said devices when simultanemisly n'iovcd in opposite directions establish a circuit.

$23. In a system oi. the class lescrihed, the combination of a tr ch. a vehicle thereon. an electrically cortrolled device on said track. a plurality of pendant diwices on said vehicle subject to move under centrifugal action, and means whereby said devices when movion; in response to said track device, estahlish a circuit and when moving in response to said centrifugal action, prevent a circuit trom being established.

24. In a system of the class described, the combination of a track, a vehicle thereon, an electrically controlled device on, said track, a p .urality of pendant devices on said vehicle directly responsiveto said track device and means whereay when said devices move in opposite direc .ons, a circuit is established and when the position of said devices is reversed another circuit is established.

25. In a system of the class described. the combination ot a. track, a vehicle thereon, a

a'uet on. said track, a controlling; mechanism on said vehicle and plurality ot dcvices on said vehicle pivotally suspended at one end from lined pivots and each independentlyresponsive to said track magnet and operating said controlling mechanisn'i.

26. In a systen'l ot the class described. the con'ihination ot a tra k. a vehicle thereon, an

electrically controlled device on said tracl-I,

a controlling-r mtvzhanism on said vehicle. a plurality oi? pendant devices directly responsivc to said track device and an inductively operated device also responsive to said track ilcvice. said pendant devices and inductive device operating said controlling mechanism.

27. In a system of the class described, the combination of a track, a vehicle thereon. a magnet on said tract: having poles parallel to said traclt, a pair of pendant devices on so id vehicle arramrcd to pass over the plc nc of said track man-net. said pendant devices conslstiogl of magnetic members with their poles reversed.

528. in a system ot the class dcscrilmd. the comlaination of a track, avchicle thereon. a magnet on said track with poles extending: parallel therewith. a plurality o't pendant devices on said vehic e passing over the plane o1" said magnet and means whereby when said magnet is energized, said pendant devices are moved in opposite directions.

:3... In a train controlling system, the com.- hination of a tract: with a vehicle thereon having a controlling: mechanism, a device on i sa d trails. a device on said vehicle associated with said mechanism and controlled la said track device, said vehicle device pivoterl with a "tree n'iovemeut and subject to centrifugal movement from the swaying 01":

ill

said'vehicle and means for neutralizing the effect of said centrifugal movement on said mechanism. I

'30. In a system of the class described, the combination of atrack with a vehicle therepn, a magnetic member on said track and a magnetic member on said vehicle coa-cting with said track member, a source ot energy on said vehicle for energizing said vehicle member. and means controlled by the direction of running or said vehicle for controlling an impulse from sai d source of'cnergy to said track member.

31. In a system of the class described, the combination of a track, a vehicle thereon, a magnetic member on said track and a magnetic. member on each side of said vehicle,

and means controlled by the movement of said vehicle for transmitting an effect from one of said vehicle devices to said track member. e

3). In a systen'i ot' the class described, the

33. In a system of the class descriliied, the combination of a track, a vehicle thereon, a

controlling mechanism on said vehicle comprising a moving circuit controller driven by the movement of said vehicle arranged to.

control a plurality of circuits, and a plural ity ofdevices controlled by said circuits, said circuit controller arranged to establish the circuit of one of said devices before interrupting the clrcuit oi the other device.

:54. In a system of the class described, the

combination of a track, a vehicle thereon, a

controlling mechanism on said vehicle comprising a moving circuitcontrollc-r driven by the movement of said vehicle arranged to control a plurality of circuits, and a pair of relays having a holding circuit controlled by said circuit controller and arranged so that one of said holding circuits is established before the other is interrupted.

35. In a system of the class described, the cmnbinationot a track, a vehicle thereon, a controlling mechanism on said vehicle comprising a moving circuit controller driven by the movement of said vehicle over the track. and a. plurality of relays having holding circuits controlled'by said circuit controller and arranged so that one of said circuits is established in 'a different portion of track tromtheother.

36. In a system of the class described, the combination of a traclchaving controlling" devices thereon, av vehicle on saidtrack having a controlling mechanism comprising a moving circuit controller driven by the movement of the vehicle over the track, and

"a plurality or relays, each having a circuit ing a controlling mechanism comprising a moving circuit controller driven by the movement of said vehicle over the track, and a plurality of relays controlled by said circuit controller, one of said relays energized from said track device and held energized while the vehicle travels over a definite portion of track and the other relay held energized while v the vehicle passes over another portion of track. I

38. In a system of the class described, the combination of a track having a controlling device thereon, a vehicle on said track having a controlling mechanism comprising a movingcircuit controller driven by the movement of said vehicle, and a plurality of relays controlled by said circuit controller, one of said relays energized from said track device and held energized by said 1. circuit controller while the vehicle moves over a definite portion of track, said relay energizing the other relay which is held energized while the vehicle moves over an additional portion of track.

Ina system of the class described, the

combination of a track with a vehicle there on having a controlling mechanism with a plurality of circuits, a device on said track, a plurality of devices on said vehicle responsive to said track device and each arranged to control a separate circuit of said mechanism to produce the same effect on said mechanism. i

40. In a system of the class described, the combination of a track with a vehicle thereon having a controlling mechanism comprising an element driven by the movement of said vehicle on the track, means on each side of saidtrack co-operating magnetically with means on each side of said vehicle for suspending the operation of said drive and other means on said track for bringing drive into operation after it has been pended. I

41.. In a'system of the class described, the combination of a track, a plurality of vehicles thereon, a block controlled device on said track, a controlling mechanism on said vehicles and means for controlling said mechanism by the coupling of said vehicles, by their running direction and by said block controlled device.

42. In a system of the class described. the combination of a. track divided into'blocks. a plurality'of vehicles on said track coupled SUS- into a train, a controlling mechanism on each "saidmenace of said vehicles controlled by said blocks and a circuit controller operated by said couplings suspending; the control of said mechanism except on the leading car ot said train.

43. In av system ot the class described, the combination ot a track, a plurality ot vchicles thereon coupled into a train, block controlled means on said track, a controlling mechanism controlled by said block means and by the movement oi? the vehicles on each of said vehicles and means for automatically controlling said ineclninism by the direction. in which said vehicles move Without regard to the arrangement of said block controlled means on the track.

as. In a system of the class described, the combination of a track divided into blocks, a plurality of vehicles on saidtrack forming a train, a controlling mechanism on each of said vehicles controlled by said blocks and by the direction of movement of said vehicle on the track and means whereby said control on any vehicle is affected by the adjacent vehicles oi the train. i

45. In a system of the class described, the combination of a track, a plurality of vehicles thereon, block controlled means on said track, a. controlling mechanism on said vehicles controlled by said block means and means at the ends ot each of said vehi c les for controlling said i'nechanism in conihiuation with directional controlled means.

4L6. In a system of the class described. the combination of a track, a. plurality oi? hicles thereon, block controlled means on said track, a controlling mechanism on each of said vehicles controlled by said lllUCli means, and means whereby, when a plurality of said vehicles are coupled. said mechanism hecon'ies ineffective-yin all but one of said vehicles.

ii. in a system of the class described, the combination of a track, a plurality oil? ve hicles thereon, block controlled means on said track, a controlling mechanism on each of said vehicles controlled by said block means, and means whereby when a plurality of said vehicles are coupled, said mecl'ianisin heroines effective in the leading vehicle.

l8. In a system oil the class described, the combination of a track, a plurality of ve hicles thereon block controlled means on said track, a LOllll'Ollll'lQj mechanism on each at said vehicles controlled by said block means and means whereby when a plurality oi said vehicles are coupled, said mechanism becon'ies eli'ective in the leading vehicle when said vehicles move in either direction.

4S). in a system o l? the class described, the combination of a track, a plurality ct vehicles thereon coupled to form a train, block controlled means on said track, an independent controlling mechanism on each of said vehicles controlled by said block means,

said niechaiiisn'i eliective on one of said vecombination of a track, a plurality of vehicles thereon, block controlled means on said track, a controlling mechanism controlled by said block means on each of said vehicles, cim'iprisinn elements driven by the movement of said vehicles and means associated with the couplers of said vehicles for suspending the operation of said mechanism.

In a system of the class described, the con'ibination ol a track, a plurality Ofl' vehicles thereon, block controlled means on said triu. a controlling mechanism controlled by said i means on each of said vehicles, coinpr sing elements driven by the movement of said vehicles and means associated with the direction of moven'ient of said vehicles for suspending the operation of said mechanlsm.

53. In a system of the class described, the combination of a track, a plurality of vehicles thereon, coupled to form a train, block controlled means on said track, a controlling mechanism controlled by said block means on each of said vehicles, comprising elements drlven by the movement of. said velncles,

and means whereby the operation of said mechanism is automatically SUSPQl'lClGtl on the interi'nediate vehicles forming the train.

d. In a railway traflic controlling system, a track divided into blocks, a vehicle on said track having a controlling mechanism operated by the travel 01' said vehicle in said blocks to a plurality of fixed controlling positions to retard said. vehicle, means on said track cont-rolled by said blocks and means embodied in said mechanism effective While the vehicle travels through substantially hall the distance of a block co-operat ing with said track means for preventing the operation of said controlling mechanism.

In a railway trallic controlling system, a track divided into blocks, a vehicle on said track having a controlling mechanism operated by the travel of said vehicle, said mechanism controlling plurality of stick circuits, translating devices operated by said circuits, and means on said track controlled by said blocks for energizing one of said translating devlces, said device energ zing.

another translating device.

56. In a railway tratlic controlling systen'i, a track divided into blocks, a vehicle on said track having a controlling mechanism operated by the travel-of said vehicle, said said track having a controlling mechanism operatedby the travel of said v-ehicleto a lurahty of fixed controlling positions in an interval of travel less than said blocks and means on said track responsive to said blocks co-operating with said mechanism for preventing the operation of said control during the travel of said vehicle to one of said positions. i

58. In a railway traflic controlling system,

a track divided into blocks, a vehicle on saidtrack having a controlllng mechanism operated by the travel of said vehicle to a plurality of positions toretard said vehicle after a predetermined interval of travel,

meanson the track controlled by said blocks 'for preventing said control in one position and means on. the vehicle operated by the travel of said vehicle for preventing said control n a position Where the track control is not available.

59. In a railway traiiic coi'itrolling system, a track divided intoblocks, a vehicle on said track having a controlling mechanism operated by the travel of said vehicle to a plurality of positions in each of which said vehicle is independently retarded after a predetermined interval of travel, and means on the track controlled by said blocks for preventing said control when said mechanism is operated to one of said positions and cooperating with said mechanism for preventing said control when said mechanism is operated to the other positionQ In a railway trafiic controlling system, a track divided into blocks, a vehicle on said track having a controlling i'i'iecl'ian'isi'i'i continuously driven by the travel of said vehicle'to a plurality of positions'to retard said vehicle, the travel interval of one of said'positions being less than one oi? said blocks, means on the track controlled by said blocks for preventing said control and means on the vehicle for automatically continuing the prevention of said control for a predetermined interval of travel when the vehicle mechanism travels beyond said position.

61. In a railway trafilc controlling system,

a track divided into blocks, a vehicle: on said 7 track having a controlling mechanism op erated by the travel of said vehicle to a pine rality of positions to retard said .vehicle after predetermined intervals or" travel, the travel interval of one of said positions being less than each of the said blocks and the.

travel interval of two of said positions bemg approximately equivalent to one of said blocks, means on the track controlled by said blocks for preventing said control in one off. said positions and means on the vehiclefor continuing the prevention 01 said control through the travel interval of another of said positions.

62. In a railway traiiic controlling system, a track divided into blocks, a vehicle on said track having a controlling mechanisn'i operated by the travel of said vehicle to a plu' rality of positions to retard said vehicle" ait'ter predetermined intervals of travel, means on the track control for preventing said control, effective during the first interval of travel and means on the vehicle for continuing the prevention of said control during the second interval-oi "travel.

63. In a railway trailic controlling system, a track divided into blocks, a vehicle on said t'ack having a controlling device operated by the travel of said vehicle, said device led by said blocks comprising a controlling element driven by f a lost motion connection, said connection and also a unidirectional element arranged for movement without regard to the, direction of movement of said vehicle and means on the track controlled bydsaid blocks for ')reventing the control of said vehicle} byv said mechanism.

65. In a railway traliic controllingsystem.

a track divided into blocks, a vehicle on said track having a controlling mechanism on erated by the travel of said vehicle, said mechanism comprising a controlling element arranged for unidirectional movement and:

driven by a lost motion connection and means on the track controlled by said blocks for preventing the control of said vehicle by said mechanism.

66. In a system of the class described, the

combination of a track with a vehicle there on having a controlling mechanism, a device on said track. and a. plurality of de vices on said vehicle simultaneously and in dependently responsive magnetically to said liiti i. Ul

tracl: device and arranged to control a cit said mechanism and means associated with the couplers of said vehicle for suspending the operation oil? said .mechanism.

68. In a railway tratiic controlling systern, a track divided into blocks, a vehicle on said track having a controlling mechanism operated by the travel of said vehicle, means on the track controlled by said blocks for preventing the control of said vehicle by said mechanism and means controlled by the running direction of said vehicle for suspending the operation of said mechanism.

' vehicle, a device on said track controlled by said blocks for operating said mechanism and means associated with the couplers of said vehicle for suspending the operation ot said mechanism 71. In a railway traffic controlling system,a track divided into blocks,a vehicl thereon, a controlling mechanism on said vehicle, a device on said trak controlled by said blocks for operating said mechanism and means associated with the said conplers cooperating with the running; direction of said vehicle for suspending the operation of said meclnmism.

In a railway trai'lic controlling system, a track divided into blocks, a vel icle thereon, a controlling mechanism on said vehicle, a device on said track controlled by blocks for o 'ierating said mechanism and means associated with the couplers of said vehicleantomaticallv affecting the operation ot said mechanism.

71-3. In a railway l'rallic controlling system, a track divided into blocks, a plurality otvehiclcs thereon, coupled into a, train, a controlling mechanism on each vehicle, a device on said track controlled by said bloclts for operating said mechanism and n'ieans on said vehicles for automatically rendering said mechanism ineii'ective on all but the leading vehicle.

said

T l. In a railway traliic controlling system, atrack divided into blocks, a plurality of vehicles thereon, coupled into a train, a controlling mechanism on each vehicle, a device on said track controlled by said blocks for operating said mechanism and means for automatically suspending the operation oil? said mechanism on the intermediate vehicles oi" said train. i

75. In a railway tratiic controlling system,

a track divided into blocks, a plinality ol' vehicles thereon, coupled into a train, a controlling mechanism on each vehicle, a device on said track controlled. by said blocks for operating said mechanism and means tor automatically SllSIJQllCllIlg the oper tion ol said mechanism on the intermediate vehicles of said train.

76. In a railway trallic controlling sys tem, a track divided into blocks, a vehicle thereon, a controlling mechanism on said vehicle, device on said traclt controlled by said blocks, an electric impulse device and a magi'ietic impulse device on said vehicle, said electric and magnetic impulse devices responsive to said track device and operating said controlling mechanism.

"PT In a railway tratllc controlling system, a tracli divided into blocks, a vehicle thereon, a controlling mechanism on said vehicle, a device on said track controlled by said blocks, an electric impulse device ope 'ating without moving parts and a magnetic impulse device operi-iting with moving parts on said vehicle, said devices responsive to said track device and operating said controlling mechanism.

78pln a railway tratllc controlling system, a track divided into blocks, a vehicle thereon, a controlling mechani'm on said vehicle including a relay having; a pick-up circuit, a device on said tract; controlled by said blocks, and an electric impulse device anda magnetic impulse device on said vehicle responsive to said tracl: cevicc, said impulse and magnetic devices arranged to independently e" glee the pick-up circuit.

7.). In a railv y tral'i'iccontrolling: s tem, a track divided into blocks, a vehicle thereon, a controlling; mechanism on said vehicle, a device on each side oi? said traclt controlled hy said blocks, a pendant device having a free movement pivoted on each side of said vehicle and means whereby, when said l iendant devices are co-operatirely moved in a predetermined direction by said track devices, the operation oi said mechanism is suspended.

I 80. In a railway tral'lic coi'itrollin'g system. a' track divided into blocks, a vehicle there on, a controlling mechanism on said vehicle having a retarding and non-retarding condition, a device on said track controlled hv said blocks, and a plurality of magnetic devices responsive to said track device, Said til) ill)

loo

devices when moved in opposite directions, arranged to produce a non-retarding condition on said mechanism.

81. In a railway traffic controlling system, a track divided into blocks, a vehicle thereon, a controlling mechanism on said vehicle having a retarding and a non-retarding condition, aydevice on said track controlled by said blocks, and a plurality of magnetic devices responsive to said track device, said de- 'vices when moved in opposite directions arranged to produce a non-retarding condition a in said" mechanism and when moved in the same direction being ineffective in controlling said mechamsm.

82. Ina railway traiiic controlling system, a track divided into blocks, a vehicle thereon, a controlling mechanism onsaid vehicle having a relay with a pick-up circuit, adevice on said track controlled by said blocks, and a plurality of magnetic devices responsive to said track device, said devices ar ranged when moved in opposite directions to energize said pick-up circuit. I

83. In a railway trafiic controlling system,

a track divided into blocks, a vehicle thercon, a controlling mechanism on said vehicle having a retarding and a non-retarding con- ClitiO11,"t device on said track controlled by said blocks, and a plurality of pendant devices, responsive to said track device, said devlces arranged to move in opposite directions to produce a non-retarding condition in said mechanism.

84. In a railway trafiic controlling system,

, a track divided into blocks, a vehicle thereon, a controlling mechanism on said vehicle, having a retarding and a non-retarding condition, a device on said track controlled by said block's, a plurality of pendant devices responsive to said track device, said devices when moved in opposite directions arranged to produce a non-retardii'ig condition on said mechanism and. when moved in the same direction being inefi'ective in controlling said i'nechanism.

85. In a railway traiiic controlling system, a track divided into blocks, a vehicle thereon, a controlling mechanism on said vehicle,

a device on each side o'tsaid track controlled by said blocks, a device pivoted on each side or said vehicle and capable of being moved magnetically to a plurality ofpositions by said track devices and means whereby said mechanism is controlled when said vehicle devices are c-o-operatively moved to predetermined positions.

86. In a railway traiiic controlling system, a track arranged for traii'ic in both direc tions and divided into blocks, a vehicle on said track, a controlling mechanism on said vehicle, a device on said track controlled by said blocks, a device on said vehicleresponsive to said track device, operating said mechanism, and means on said track whereby opposing traffic is prevented and a second device on the track cooperating with means passage of a vehicle for automatically permitting following tra'fiic according to the spacing of said block system.

88. In a railway traflic controlling system,

a track divided into blocks, and controlled by a block system for traflic in both directions, a vehicle on said track, a controlling n'iechanisn'i on. said vehicle, a device on said track controlled by said block system, a device on said vehicle responsive to said track device operating said mechanism and means on one side of said track responding to the pas ge ing trail v v 89. In a railway traflic controlling system, a track divided into blocks, and controlled of a vehicle for permitting followi by a block systenifor t-raflic in both directions, a vehicle on said track, a controlling mechanism on said vehicle controlled by said blocksystem, a device onsaid vehicle responsive to said track device operating said mechanism and means on'one side of said track responding to the passageof a vehicle for permitting following trafllc.

90. In a railway traffic controlling system, a track divided intov blocks,fand controlled by a block system for traflic in both directions, a vehicle on said track, a controlling mechanism on said vehicle, a, device on said track controlled by said block system, a device on said vehicle, responsive to said track device operating said mechanism and means on the track at intervals inductively respending to the passage ofa vehicleforpermitting following trailic according to the spacing of the block system.

91. In a railway trafliccontrol-ling system, a

track divided into blocks, and controlled by, a block s stem for traffic in both directions,.

a vehicle on said track, a controlling mechanism on said vehicle, device on said track controlled by said block system, a device on said vehicle responsive to said track device operating said mechanism, means on the track at intervals and means on said vehicle controlled by the running direction of said vehicle cooperating with said track means for permittingfollowing traflic according to the spacing of the block system.

92. In a railway traffic coi'itrolling system, I

atracl: divided into blocks, and controlled 

